Pure electric tractor system and power management strategy

Abstract

The invention discloses a pure electric tractor system and a power management strategy, and belongs to the field of agricultural machinery. The pure electric tractor system comprises a power unit, a steering oil pump unit and a power unit, wherein the power unit comprises a front PTO motor, a rear PTO motor, a driving motor, a hydraulic motor and a steering oil pump motor; the power distribution assembly comprises a battery system assembly A, a battery high-voltage power distribution BDU unit D and a power electronic PEU unit E which are connected in sequence; the power electronic PEU unit E is connected with a front PTO motor through a front PTO motor controller M and is also connected with a hydraulic motor through a hydraulic motor controller K; and the vehicle control VCU unit V is in signal connection with the front PTO motor controller M, the gearbox control TCU unit O and the battery high-voltage distribution BDU unit D. Under the condition that the allowable discharge power of the battery is smaller than the use power of each part, the normal operation requirement of the whole vehicle can be met, meanwhile, the battery system is protected, and power balance is achieved.

Description

Technical Field

[0001] The present invention relates to the field of agricultural machinery, and in particular to a pure electric tractor system and a power management strategy. Background Art

[0002] With the rapid development of new energy vehicles, especially pure electric vehicles, the electrification process in engineering machinery, agricultural machinery and other fields is also accelerating. Among them, new energy tractors meet the needs of policy and industry development.

[0003] Tractors have many application scenarios and complex working conditions, which has led to the demand for a variety of power units, such as drive systems, front PTO power take-offs, rear PTO power take-offs, upper working units, etc. The corresponding new energy tractors inevitably have the demand for high-voltage electric drive power units, such as drive motors, rear PTO power take-off motors, front PTO power take-off motors, upper hydraulic pump system motors, and steering system hydraulic motors; usually, they also need to be equipped with DC-DC converters, electric air conditioners, electric heaters, battery cooling, battery heating and other high-voltage power units.

[0004] According to the energy supply mode of the whole vehicle, it is generally divided into fuel engine + battery hybrid drive, pure electric drive, fuel cell drive and other technical routes; among them, the pure electric drive solution, due to the limited space of the tractor itself and the limited configurable battery capacity, the continuous discharge power of the battery system will be limited. The commonly used solution is to use power density batteries to increase the allowable discharge power of the battery; but power batteries generally have a lower energy density, which affects the endurance operation time and mileage of the whole vehicle, and will limit the range of battery selection. Another way is to add APU range extenders and generators to increase the way of electric energy replenishment, thereby limiting the application and promotion of pure electric drive technology routes.

[0005] In view of the above two situations, under the pure electric technology route, facing the simultaneous work requirements of multiple high-voltage power units, it is necessary to design a reasonable high and low voltage system architecture for the whole vehicle, equipped with an effective component power management strategy, in order to achieve a balanced state of power supply and use for the whole vehicle, while meeting the actual working conditions of the vehicle.

[0006] The invention patent application with publication number CN115320430A discloses "a pure electric tractor charging and discharging control method, system and tractor". The core control method of this patent application is to connect the tractor to the charging pile, focusing on the high-voltage principle and the design of contactor control, that is, the start and stop operation of the components and the charging status management. It is limited to the charging pile only when the PTO drive motor is output. This limits the application scenarios and working conditions of the whole vehicle and is not universal.

[0007] The invention patent application with publication number CN113635785A discloses "an electric tractor". The core of the patent application introduces the solution configuration, which is a theoretical framework. It does not consider the integrated development of components in the current new energy industry, does not clarify the actual vehicle system architecture that can be implemented, and has little guidance for actual development. In addition, the patent application is equipped with a generator set, which belongs to a hybrid solution and limits the non-pure electric technology route.

[0008] The invention patent application with publication number CN114212001A discloses a "discharge power management method for the entire life cycle of pure electric vehicles". The core method of this patent application is to manage and correct the discharge power of the battery system, aiming to improve the battery life and the driving experience of the whole vehicle. However, this patent application does not manage the priority and discharge power of the whole vehicle components, and cannot solve the problem of multi-power device management in agricultural machinery.

[0009] In summary, the above patent application solutions and technical routes will have some problems in actual engineering applications, and there are certain limitations in the development and verification of pure electric tractor solutions. Especially in the face of strong industry and policy promotion, there is still a need for practical solution architecture and management strategies. Summary of the invention

[0010] The purpose of the present invention is to provide a pure electric drive tractor vehicle system with high engineering application value, strong practicality, and compatibility with a variety of tonnage tractor configurations, and at the same time can be extended to special vehicles, off-road vehicles and the like with similar configurations.

[0011] In order to solve the above technical problems, the present invention provides a pure electric vehicle system, wherein the pure electric vehicle is a pure electric tractor, a pure electric off-road vehicle or a pure electric special vehicle, and the pure electric vehicle system comprises:

[0012] A power unit, which includes a front PTO motor, a rear PTO motor, a drive motor, a hydraulic motor and a steering oil pump motor;

[0013] A power distribution component, which includes a battery system assembly A, a battery high-voltage power distribution BDU unit D and a power electronic PEU unit E connected in sequence; the power electronic PEU unit E is connected to the front PTO motor through the front PTO motor controller M, and is also connected to the hydraulic motor through the hydraulic motor controller K;

[0014] The power electronic PEU unit E integrates a DC-DC converter module I, a DC / AC inverter module F, a motor control MCU module G and a motor control MCU module H; the DC-DC converter module I is connected to a 24V battery, the DC / AC inverter module F is connected to a steering oil pump motor, the motor control MCU module G is connected to a drive motor, and the motor control MCU module H is connected to a rear PTO motor; the steering oil pump motor is connected to a low-voltage DC / AC inverter N, and the drive motor is connected to a gearbox Q through a transmission P;

[0015] The vehicle control VCU unit V is respectively connected to the front PTO motor controller M, the transmission control TCU unit O and the battery high-voltage distribution BDU unit D by signal; the transmission control TCU unit O is connected to the shift control mechanism R, and the shift control mechanism R is mechanically connected to the transmission P.

[0016] Preferably, the power distribution assembly also includes a battery heating system B, a battery cooling system C and a DC charging socket L.

[0017] Preferably, the battery heating system B, the battery cooling system C and the DC charging socket L are all connected to the battery high-voltage distribution unit D BDU.

[0018] Preferably, the drive motor and the rear PTO motor are provided with a water cooling module.

[0019] Preferably, a heat sink with a cooling water channel is arranged inside the DC-DC converter module I, the motor control MCU module G and the motor control MCU module H.

[0020] Preferably, the power electronic PEU unit E is also connected to a high voltage electrical accessory;

[0021] Preferably, the high-voltage electrical accessories include a PTC heater, an air conditioner and an on-board 220VAC AC power supply.

[0022] Preferably, the vehicle-mounted 220VAC AC power supply is connected to the AC power socket Y.

[0023] Preferably, the water-cooling heat dissipation module is composed of two electronic water pumps, two electronic fans, a heat dissipation core, a temperature sensor, a water storage pot and water channels connecting the modules; the two electronic water pumps both draw coolant from the water storage pot.

[0024] Preferably, the battery high-voltage distribution BDU unit D is also connected to a DC power supply interface J.

[0025] Preferably, the first electronic water pump of the two electronic water pumps is responsible for the heat dissipation of the drive motor, and the second electronic water pump is responsible for the heat dissipation of the rear PTO system and the DC-DC converter module I, the motor control MCU module G and the motor control MCU module H.

[0026] Preferably, the vehicle control VCU unit V is also connected to the manual armrest box Z, the liquid crystal display screen S, the vehicle-mounted 220VAC AC power supply and the hydraulic motor controller K respectively.

[0027] The present invention also provides a power management strategy or method for a pure electric vehicle system, comprising the following steps:

[0028] The vehicle control VCU unit sends torque / speed instructions to the drive motor, front PTO motor, rear PTO motor, and hydraulic motor to control the motor power;

[0029] Turn on the DC-DC inverter module I, steering oil pump motor, battery heating system B and battery cooling system C as safety essentials, and turn off the vehicle's 220VAC AC power supply and DC power interface J;

[0030] Ensure the allowable power of the rear PTO motor to meet the operation requirements of the vehicle;

[0031] Ensure the allowable power of the front PTO motor, and perform front-end auxiliary operations under the main operating conditions at the rear side;

[0032] Ensure the allowable power of the drive motor and enable the vehicle to move under priority operation conditions;

[0033] Ensure the allowable power of the hydraulic motor to lift the upper system when the vehicle is driving or working.

[0034] Preferably, the allowable power of the rear PTO motor is:

[0035] P RPmax =P B -P A ;

[0036] Where: P RPmax - Allowable power of rear PTO motor; P A - The permissible power of the necessary safety items; P B - The real-time power allowed to be discharged by the battery system after excluding the power of the battery cooling system and the heating system;

[0037] The calculation formula of the battery system allowable discharge real-time power PB after excluding the battery cooling system power and the heating system power is:

[0038] P B =PBs -P Bh -P Bc ;

[0039] Where: P Bs - The real-time power allowed to be discharged by the battery pack; P Bh - Real-time power consumption of the battery pack heating system; P Bc - Real-time power consumption of the battery cooling system; P B - The real-time power allowed to be discharged by the battery system after excluding the power of the battery cooling system and the heating system.

[0040] Preferably, the allowable power of the front PTO motor is:

[0041] P FPmax =P B -P A -P RP ;

[0042] Where: P RP - Rear PTO real-time power consumption; P FPmax - The front PTO motor is allowed to use power.

[0043] Preferably, the allowable power of the driving motor is:

[0044] P Dmax =P B -P A -P RP -P FP ;

[0045] Where: P FP - Real-time power consumption of the front PTO motor; P Dmax - The drive system allows the use of power.

[0046] Preferably, the allowable power of the hydraulic motor is:

[0047] P ULmax =P B -P A -P RP -P FP -P D ;

[0048] Where: P D - Real-time power consumption of the drive system; P FP - Real-time power consumption of the front PTO motor; P ULmax - The power allowed for the bodywork hydraulic system.

[0049] Compared with the prior art, the above solution of the present invention has at least one of the following beneficial effects:

[0050] The present invention provides a pure electric drive tractor vehicle system, which has high engineering application value, strong practicality, and can be compatible with tractors of various tonnages.

[0051] The above strategy of the present invention can meet the normal operation requirements of the whole vehicle under the condition that the allowable discharge power of the battery is less than the power used by each component, while protecting the battery system and achieving power balance;

[0052] The strategy described in the present invention can be extended to apply to system architectures similar to those in which multiple motors operate simultaneously, as well as new energy special vehicles, off-road vehicles, and the like in which the total power of the vehicle battery, power generation, and fuel cell is limited. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] The specific implementation modes of the present invention are further described in detail below with reference to the accompanying drawings.

[0054] Figure 1 This is a configuration diagram of a pure electric tractor system according to Embodiment 1 of the present invention;

[0055] Figure 2 This is a configuration diagram of a pure electric tractor system according to Embodiment 2 of the present invention.

[0056] In the above drawings, the meanings of the reference numerals are as follows:

[0057] 1-Drive motor; 2-Rear PTO motor;

[0058] 3-Front PTO motor; 4-Hydraulic motor;

[0059] 5- Steering oil pump motor; 6- PTC heater;

[0060] 7- Air conditioner; 8- 24V battery;

[0061] 9- Car 220V AC power supply. DETAILED DESCRIPTION

[0062] Many specific details are described in the following description to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways different from those described herein, and those skilled in the art can make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0063] The terms used in one or more embodiments of this specification are only for the purpose of describing specific embodiments, and are not intended to limit one or more embodiments of this specification. The singular forms of "a", "said" and "the" used in one or more embodiments of this specification and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more associated listed items.

[0064] It should be understood that although the terms first, second, etc. may be used to describe various information in one or more embodiments of this specification, this information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of one or more embodiments of this specification, the first may also be referred to as the second, and similarly, the second may also be referred to as the first. Depending on the context, the word "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0065] In this application, some terms are explained as follows:

[0066] Multi-motor vehicle systems include, in addition to motors used for power drive, vehicle systems that include motors that perform various tasks, such as electric tractors with front and rear power take-offs, electric special vehicles, electric engineering vehicles, etc.

[0067] Off-Road Vehicle (ORV) mainly includes various off-road vehicles, motorized machinery and tractors used in agriculture, forestry, engineering and other non-road applications, but does not include common cars, multi-purpose sports vehicles (SUVs), and other road transport machinery and trailers driven on paved roads. In the EU and the US, all-terrain vehicles (ATVs) and UTVs, BAJAs and Go-karts, ATVs and off-road motorcycles (off-road two-wheeled motorcycles) are collectively referred to as ORVs (off-road vehicles). Almost all off-road vehicles are four-wheel drive.

[0068] A power take-off (PTO) is a group or more sets of speed gears, also known as a power output device. It is generally composed of a gearbox, a clutch, and a controller. It is connected to the low-speed gear of the gearbox or the output shaft of the auxiliary box to output power to an external working device, such as a lifting pump.

[0069] The Battery Energy Distribution Unit (BDU), also known as the Battery Disconnect Unit, is an important component in the high-voltage circuit of new energy vehicles. It is directly connected to the power battery through a high-voltage plug-in, controls the charging and discharging process of the electric vehicle, and is a vital component in the high-voltage circuit.

[0070] The Power Electronic Unit (PEU) is a key component in the drive system of new energy vehicles. It integrates the on-board charger, DC-DC converter, high-voltage distribution box and motor controller into a high-voltage module, which can be called the "brain" and "heart" of electric vehicles.

[0071] The vehicle control unit (VCU) is the core electronic control unit that implements vehicle control decisions. It is generally only equipped in new energy vehicles, and traditional fuel vehicles do not need this device. VCU determines the driver's driving intention by collecting signals such as the accelerator pedal, gear position, and brake pedal; monitors the vehicle status (vehicle speed, temperature, etc.) information, and after judgment and processing, sends the vehicle's operating status control instructions to the power system and power battery system; controls the working mode of the vehicle's accessory power system; VCU has the function of vehicle system fault diagnosis, protection, and storage.

[0072] The motor controller (MCU) is a core power electronic unit unique to new energy vehicles. It controls the motor to output the specified torque and speed by receiving the vehicle driving control instructions from the VCU to drive the vehicle. The MCU can convert the DC power of the power battery into the required high-voltage AC power and drive the motor body to output mechanical energy; the MCU has the motor system fault diagnosis protection and storage functions. The MCU consists of a housing and cooling system, a power electronic unit, a control circuit, underlying software, and control algorithm software.

[0073] The Battery Management System (BMS) can manage the battery cells, as well as communicate and exchange information with the entire vehicle. The on-board battery pack includes battery cells, modules, electrical systems, thermal management systems, boxes and BMS. BMS can improve the utilization rate of the battery, prevent the battery from overcharging and over-discharging, extend the battery life, and monitor the battery status. BMS is the most critical component of the battery pack. Similar to VCU, the core part consists of hardware circuits, underlying software and application layer software.

[0074] The pure electric vehicle system including tractors, off-road vehicles and special vehicles is a vehicle system that is driven and operated purely by its own battery. Its power distribution is related to the normal operation of the motors of various parts of the vehicle. After intensive research, the inventor has designed a power scheduling method and system that can comprehensively schedule and meet the needs of various tasks as much as possible. It can meet the normal operation requirements of the whole vehicle, protect the battery system, achieve power balance, and is suitable for a variety of vehicle models.

[0075] The present invention is further described in detail below in conjunction with the accompanying drawings:

[0076] Taking a tractor as an example, the present invention provides a pure electric tractor system, comprising:

[0077] A power unit, which includes a front PTO motor 3, a rear PTO motor 2, a drive motor 1, a hydraulic motor 4 and a steering oil pump motor 5;

[0078] A power distribution component, which includes a battery system assembly A, a battery high-voltage power distribution BDU unit D and a power electronic PEU unit E connected to each other; the power electronic PEU unit E is connected to the front PTO motor 3 through the front PTO motor controller M, and is also connected to the hydraulic motor 4 through the hydraulic motor controller K;

[0079] The power electronic PEU unit E includes a DC-DC converter module I, a DC / AC inverter module F, a motor control MCU module G and a motor control MCU module H; the DC-DC converter module I is connected to a 24V battery 8, the DC / AC inverter module F is connected to a steering oil pump motor 5, the motor control MCU module G is connected to a drive motor 1, and the motor control MCU module H is connected to a rear PTO motor 2; the steering oil pump motor 5 is connected to a low-voltage DC / AC inverter N, and the drive motor 1 is connected to a gearbox Q through a transmission P;

[0080] The vehicle control VCU unit V is respectively connected to the front PTO motor controller M, the transmission control TCU unit O and the battery high-voltage distribution BDU unit D by signal; the transmission control TCU unit O is connected to the shift control mechanism R; and the control mechanism R is mechanically connected to the transmission P.

[0081] Preferably, the power distribution assembly also includes a battery heating system B, a battery cooling system C and a DC charging socket L.

[0082] Preferably, the battery heating system B, the battery cooling system C and the DC charging socket L are all connected to the battery high-voltage distribution unit D BDU.

[0083] Preferably, the drive motor and the rear PTO motor are provided with a water cooling module.

[0084] Preferably, a heat sink with a cooling water channel is arranged inside the DC-DC converter module I, the motor control MCU module G and the motor control MCU module H.

[0085] Preferably, the battery high-voltage power distribution BDU unit D is also connected to high-voltage electrical accessories.

[0086] Preferably, the high-voltage electrical accessories include a PTC heater 6 , an air conditioner 7 and a vehicle-mounted 220V AC power supply 9 .

[0087] Preferably, the vehicle-mounted 220VAC AC power supply 9 is connected to the AC power socket Y.

[0088] Preferably, the water-cooling heat dissipation module is composed of two electronic water pumps, two electronic fans, a heat dissipation core, a temperature sensor, a water storage pot and water channels connecting the modules; the two electronic water pumps both draw coolant from the water storage pot.

[0089] Preferably, the battery high-voltage distribution BDU unit D is also connected to a DC power supply interface J.

[0090] Preferably, the first electronic water pump of the two electronic water pumps is responsible for the heat dissipation of the drive motor, and the second electronic water pump is responsible for the heat dissipation of the rear PTO system and the DC-DC converter module I, the motor control MCU module G and the motor control MCU module H.

[0091] Preferably, the vehicle control VCU unit V is also connected to the manual armrest box Z, the liquid crystal display screen S, the vehicle-mounted 220VAC AC power supply 9 and the hydraulic motor controller K respectively.

[0092] The present invention also provides a power management strategy or method for a pure electric tractor system, comprising the following steps:

[0093] The vehicle control VCU unit V sends torque / speed instructions to the drive motor 1, front PTO motor 3, rear PTO motor 2, and hydraulic motor 4 to control the motor power;

[0094] Turn on the DC-DC inverter module I, steering oil pump motor 5, battery heating system B and battery cooling system C as safety essentials, and turn off the vehicle-mounted 220VAC AC power supply 9 and DC power supply interface J;

[0095] Ensure the allowable power of the rear PTO motor 2 to meet the operation requirements of the vehicle;

[0096] Ensure the allowable power of the front PTO motor 3, and perform front-end auxiliary operations under the main operating conditions of the rear side;

[0097] Ensure the permissible power of the driving motor 1, and realize the movement of the whole vehicle under the priority operation condition;

[0098] The permissible power of the hydraulic motor 4 is ensured so as to enable the upper mounting system to be lifted while the vehicle is in driving and working conditions.

[0099] Preferably, the allowable power of the rear PTO motor 2 is:

[0100] P RPmax =P B -P A ;

[0101] Where: P RPmax P is the power allowed for the rear PTO motor; A The permissible power required for safety; P B The real-time power allowed to be discharged by the battery system after excluding the power of the battery cooling system and the heating system;

[0102] The battery system allowed discharge real-time power P after excluding the battery cooling system power and the heating system power B The calculation formula is:

[0103] P B =P Bs -P Bh -P Bc ;

[0104] Where: P Bs The real-time power allowed to discharge from the battery pack; P Bh The real-time power consumption of the battery pack heating system; P Bc The real-time power consumption of the battery pack cooling system; P B The real-time power allowed to be discharged by the battery system after excluding the power of the battery cooling system and the heating system;

[0105] Preferably, the allowable power of the front PTO motor 3 is:

[0106] P FPmax =P B -P A -P RP ;

[0107] Where: P RP The real-time power consumption of the rear PTO; P FPmax Allows use of power for the front PTO motor.

[0108] Preferably, the allowable power of the driving motor 1 is:

[0109] P Dmax =P B -P A -P RP -P FP ;

[0110] Where: P FP is the real-time power consumption of the front PTO motor; P Dmax Allowable power for the drive system.

[0111] Preferably, the allowable power of the hydraulic motor 4 is:

[0112] P ULmax =P B -P A -P RP -P FP -P D ;

[0113] Where: P D is the real-time power consumption of the drive system; P FP is the real-time power consumption of the front PTO motor; P ULmax Allowable power for the bodywork hydraulic system.

[0114] The present invention is based on the above system architecture and provides a corresponding system power management strategy to achieve the availability and stability of the solution. At the same time, it meets the operating characteristics of the tractor and the use requirements, and achieves the universality of the operating conditions.

[0115] In order to better illustrate the technical effect of the present invention, the present invention provides the following specific embodiments to illustrate the above technical process:

[0116] Embodiment 1: A power management strategy includes the following steps:

[0117] When the vehicle is driving / working:

[0118] Strategy 1: The power management objects are the drive motor, rear PTO motor, front PTO motor, steering oil pump motor, electric air conditioner, PTC heater, 24VDC battery discharge power, on-board 220VAC AC power supply, hydraulic motor, battery cooling system, battery heating system, and DC power port.

[0119] Strategy 2, the vehicle control VCU unit V controls the motor power by issuing torque and speed instructions to the drive motor 1, the front PTO motor 3, the rear PTO motor 2, and the hydraulic motor controller K. The vehicle control VCU unit V controls the air conditioning power by issuing start and stop instructions to the air conditioner 7. The DC-DC inverter module I is regarded as a safety necessity and no power output limit is imposed. The steering oil pump motor 5 is regarded as a safety necessity and the power output is always maintained. The battery heating system B and the battery cooling system C are regarded as safety necessities and no power output limit is imposed. The on-board 220V AC power supply 9 is regarded as a non-essential item and power output is not allowed. At the same time, the DC power supply interface J is closed and DC discharge is not allowed.

[0120] Strategy 3 sets the power limit allowed for components. Based on Strategy 2, priority is given to ensuring the power allowed for the rear PTO to meet the operational requirements of the entire vehicle.

[0121] Strategy 4, based on strategies 2 and 3, eliminates the real-time power consumption of the rear PTO motor 2, and then ensures the allowable power of the front PTO motor. Under the main operating conditions on the rear side, front-end auxiliary operations can be performed.

[0122] Strategy 5, based on strategies 2, 3, and 4, eliminates the real-time power consumption of the front PTO motor 3, and then ensures that the driving system allows the use of power, so that the whole vehicle can move under the priority operation condition.

[0123] Strategy 6, based on strategies 2, 3, 4, and 5, eliminates the real-time power consumption of the drive system (front PTO motor 3 and rear PTO motor 2), and then ensures that the hydraulic motor 4 is allowed to use power, so as to realize the lifting of the upper system under driving and operating conditions of the whole vehicle.

[0124] Among them, the allowable power is calculated by the vehicle control VCU unit V, and the power consumption of the components is obtained by collecting the status values ​​of each MCU by the vehicle control VCU unit V.

[0125] The power management strategy provided by this solution is applicable to a variety of similar system architectures. When the vehicle is equipped with multiple electric drive units and the power demand of the power unit exceeds the power supply capacity of the electric battery pack, effective management can be performed based on the power unit priority. Other commonly used power management strategies for pure electric vehicles, such as power management under fault protection conditions and battery SOC conditions, are not discussed in this solution.

[0126] The present invention controls the motor power by sending torque / speed instructions to the drive motor 1, the front PTO motor 3, the rear PTO motor 2, and the hydraulic motor controller K through the vehicle control VCU unit V.

[0127] The present invention sends a start / stop command to the air conditioner 7 through the vehicle control VCU unit V to control the air conditioner power, turn on the DC-DC inverter module I, the steering oil pump motor 5, the battery heating system B and the battery cooling system C, and turn off the vehicle-mounted 220V AC power supply 9 and the DC power interface J;

[0128] 1. Combination Figure 1 The system solution structure of the present invention is further described in detail:

[0129] The battery system assembly A includes two groups of standard battery packs a and b, equipped with a battery heating system B to heat the battery system; equipped with a battery cooling system C to dissipate heat for the battery system; equipped with a battery high-voltage distribution BDU unit D to realize battery distribution management.

[0130] The power electronics PEU unit E integrates the DC-DC inverter module I to charge the low-voltage battery of the vehicle; integrates the DC / AC inverter module F to drive the steering oil pump motor 5 to provide hydraulic steering assistance; integrates the motor control MCU module G to drive the drive motor 1 to achieve walking; integrates the motor control MCU module H to drive the rear PTO motor 2 to provide power for the rear end of the vehicle. At the same time, it has the power distribution function of the vehicle, providing power distribution and circuit protection for the PTC heater 6, air conditioner 7, vehicle-mounted 220VAC AC power supply 9, DC power supply interface J, hydraulic motor controller K, and front PTO motor controller M.

[0131] The vehicle control VCU unit V collects information on the driver's accelerator, brake, gear shifting and other actions, collects CAN information from the manual armrest box Z, battery BMS-CAN information, power electronic unit module CAN information, etc., and manages the power on and off, drive control, fault handling, and component power of the entire vehicle.

[0132] The front PTO motor controller M drives the front PTO motor 3 to achieve power taking at the front end of the vehicle.

[0133] The hydraulic motor controller K drives the hydraulic motor 4 to provide power for the vehicle upper body hydraulic system to realize the upper body lifting function.

[0134] The electric hydraulic steering system includes a steering oil pump motor 5 and an integrated low-voltage 24V DC / 220V AC inverter module N to achieve short-term driving of the steering oil pump motor 5 in the event of a high-voltage power failure emergency to maintain steering.

[0135] The vehicle-mounted 220V AC power supply 9 provides 220V AC power to the ground equipment through the AC power socket Y.

[0136] The vehicle is equipped with a DC power port J, which enables the vehicle to provide DC power to ground equipment.

[0137] The gearbox control TCU unit O controls the gear shift mechanism R to achieve gear switching of the entire vehicle.

[0138] The LCD display S displays the vehicle's operating status and key component information by collecting CAN information.

[0139] 2. Under vehicle driving / operating conditions, the power management strategy steps are as follows:

[0140] Power management strategy formula:

[0141] 1. Prioritize the real-time power that battery system assembly A can provide

[0142] P BsThe real-time power allowed to discharge from the battery pack;

[0143] P Bh Real-time power consumption of the battery pack heating system;

[0144] P Bc Real-time power consumption of the battery pack cooling system;

[0145] P B The real-time power allowed to be discharged by the battery system after excluding the power of the battery cooling system and the heating system;

[0146] P B =P Bs -P Bh -P Bc ;

[0147] 2. The electrical power required for safety is clearly defined and is not restricted; and the real-time power consumption is defined as the rated power of the components.

[0148] P A It is the power of electrical accessories, including DC-DC inverter module I, steering oil pump power, non-real-time power, and constant fixed value.

[0149] 3. Give priority to ensuring the allowable power of the rear PTO motor 2

[0150] P RPmax Allowable power for the rear PTO motor;

[0151] P RPmax =P B -P A ;

[0152] 4. Secondly, ensure the allowable power of the front PTO motor 3

[0153] P RP Real-time power consumption for the rear PTO;

[0154] P FPmax Allowable power for the front PTO motor;

[0155] P FPmax =P B -P A -P RP ;

[0156] 5. Ensure the allowable power of drive motor 1

[0157] P FP It is the real-time power consumption of the front PTO motor;

[0158] P Dmax Allowable power for the drive system;

[0159] P Dmax =P B -P A -P RP -P FP ;

[0160] 6. Finally, ensure the allowable power of the upper hydraulic motor 4

[0161] P D The real-time power consumption of the drive system;

[0162] P ULmax Allowable power for the upper body hydraulic system;

[0163] P ULmax =P B -P A -P RP -P FP -P D ;

[0164] 7. Considering the efficiency of the electric drive system, the real-time power consumption of the above-mentioned components is calculated by detecting the voltage and current values ​​at the front end of each motor controller; if there is no corresponding data or sensor for the corresponding component, the motor speed and torque value can be considered for calculation.

[0165] Example 2: ATS (Advanced Thermal System) heat dissipation module description

[0166] Combination Figure 2 The components and connection relationships of this embodiment are the same as those of Embodiment 1, with the only difference being that an ATS heat dissipation module is also provided for each heating element; wherein, a water-cooling heat dissipation module is configured for the drive motor 1 and the rear PTO motor 2, and a heat dissipation plate with a cooling water channel is provided inside the DC-DC module I, the MCU module G and the MCU module H, so as to dissipate heat for each module and prevent excessive temperature from affecting the normal operation of the corresponding module.

[0167] The water-cooled heat dissipation module is composed of two electronic water pumps, two electronic fans, a heat dissipation core, a temperature sensor, a water storage pot, and water channels connecting the modules; both electronic water pumps 1 and 2 extract coolant from the water storage pot, and the composition of the coolant is adjusted according to the actual application scenario, for example, it can be a solution composed of 80%-20% water + 20%-80% alcohol, such as a solution composed of 50% water + 50% ethylene glycol, or a solution composed of 70% water + 30% propylene glycol; electronic water pump 1 is responsible for the heat dissipation of the drive motor (travel system), and electronic water pump 2 is responsible for the heat dissipation of the rear PTO system and high-voltage power devices. Electronic water pump 1 extracts coolant and pumps it into the drive motor 1 to cool it down. Hot water flows out from the water outlet of the motor and flows into the heat dissipation core; the electronic water pump 2 extracts coolant and pumps it into the rear PTO motor 2, and then enters the cooling pipe water inlet of the power electronic PEU unit E, flows through the motor control MCU module G, the motor control MCU module H, and the heat sink of the DC-DC inverter module I in turn, and finally flows into the heat dissipation core from the cooling pipe water outlet of the power electronic PEU unit E; two electronic fans are designed on the heat dissipation core to cooperate with the heat dissipation core to blow away the heat in the coolant; the power supply of the electronic water pump and the electronic fan is low-voltage power supply, and the heat dissipation capacity of the heat dissipation module can be dynamically adjusted by adjusting the speed of the electronic water pump and the speed of the electronic fan; the inlet water and the outlet water of the heat dissipation core are respectively provided with a temperature sensor to detect the temperature of the system. After the temperature signal is collected by the vehicle control VCU unit V, the appropriate electronic water pump speed and electronic fan speed at this time are judged to avoid excessive system temperature and waste of electricity. In addition, a one-way valve is provided in the pipe connected to the water outlet of the heat dissipation core. Its function is: since the two circulation systems take water from one place, the return water will return together. If the water flow resistance is uneven, there may be a danger of hot water from one system pouring into another. Setting a one-way valve can avoid this problem.

[0168] In the several embodiments provided by the present invention, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of the modules, modules or units is only a logical function division, and there may be other division methods in actual implementation, for example, multiple units, modules or components can be combined or integrated into another device, or some features can be ignored or not executed.

[0169] The units may or may not be physically separated, and the components displayed as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple different places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0170] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0171] In particular, according to the embodiments disclosed in the present invention, the process described in the reference algorithm above can be implemented as a computer software program. For example, the embodiments disclosed in the present invention include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains a program code for executing the method shown in the algorithm. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part, and / or installed from a removable medium. When the computer program is executed by the central processing unit (CPU), the above-mentioned functions defined in the method of the present invention are executed. It should be noted that the above-mentioned computer-readable medium of the present invention can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, but not limited to, a system, device or device of an electrical, magnetic, optical, electromagnetic, infrared segment, or semiconductor, or any combination of the above.

[0172] The algorithm and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present invention. In this regard, each square box in the algorithm or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or algorithm, and the combination of the square boxes in the block diagram and / or algorithm can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0173] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A pure electric vehicle system, wherein the pure electric vehicle is a pure electric tractor, a pure electric off-road vehicle or a pure electric special vehicle, characterized in that: The pure electric vehicle system comprises: A power unit, which includes a front PTO motor, a rear PTO motor, a drive motor, a hydraulic motor and a steering oil pump motor; A power distribution component, which includes a battery system assembly A, a battery high-voltage power distribution BDU unit D and a power electronic PEU unit E connected in sequence; the power electronic PEU unit E is connected to the front PTO motor through the front PTO motor controller M, and is also connected to the hydraulic motor through the hydraulic motor controller K; The power electronic PEU unit E integrates a DC-DC converter module I, a DC / AC inverter module F, a motor control MCU module G and a motor control MCU module H; the DC-DC converter module I is connected to a 24V battery, the DC / AC inverter module F is connected to a steering oil pump motor, the motor control MCU module G is connected to a drive motor, and the motor control MCU module H is connected to a rear PTO motor; the steering oil pump motor is connected to a low-voltage DC / AC inverter N, and the drive motor is connected to a gearbox Q through a transmission P; The vehicle control VCU unit V is respectively connected to the front PTO motor controller M, the transmission control TCU unit O and the battery high-voltage distribution BDU unit D by signal; the transmission control TCU unit O is connected to the shift control mechanism R, and the shift control mechanism R is mechanically connected to the transmission P.

2. The pure electric vehicle system according to claim 1, characterized in that: The power distribution assembly also includes a battery heating system B, a battery cooling system C and a DC charging socket L; The battery heating system B, the battery cooling system C and the DC charging socket L are all connected to the battery high-voltage distribution BDU unit D; The drive motor and the rear PTO motor are equipped with a water cooling module; A heat sink with a cooling water channel is arranged inside the DC-DC converter module I, the motor control MCU module G and the motor control MCU module H.

3. The pure electric vehicle system according to claim 2, characterized in that: The power electronic PEU unit E is also connected to high voltage electrical accessories; The high voltage electrical accessories include PTC heater, air conditioning compressor and DC / AC 220V inverter; The DC / AC 220V inverter is connected to the AC power socket Y; The water-cooling heat dissipation module is composed of two electronic water pumps, two electronic fans, a heat dissipation core, a temperature sensor, a water storage pot and water channels connecting the modules; the two electronic water pumps both draw coolant from the water storage pot.

4. The pure electric vehicle system according to claim 3, characterized in that: The battery high voltage distribution BDU unit D is also connected to the DC power interface J; The first electronic water pump of the two electronic water pumps is responsible for the heat dissipation of the drive motor, and the second electronic water pump is responsible for the heat dissipation of the rear PTO system and the DC-DC converter module I, the motor control MCU module G and the motor control MCU module H.

5. The pure electric vehicle system according to claim 4, characterized in that: The vehicle control VCU unit V is also connected to the control input Z, the liquid crystal instrument S and the DC / AC 220V inverter respectively.

6. A power management strategy or method for a pure electric vehicle system according to any one of claims 1 to 5, characterized in that: The following steps are involved: The vehicle control VCU unit sends torque / speed instructions to the drive motor, front PTO motor, rear PTO motor, and hydraulic motor to control the motor power; Turn on the DC-DC inverter module I, steering oil pump motor, battery heating system B and battery cooling system C as safety essentials, and turn off the DC / AC 220V inverter and DC power interface J; Ensure the allowable power of the rear PTO motor to meet the operation requirements of the vehicle; Ensure the allowable power of the front PTO motor, and perform front-end auxiliary operations under the main operating conditions at the rear side; Ensure the allowable power of the drive motor so that the vehicle can move under priority operation conditions; Ensure the allowable power of the hydraulic motor to lift the upper system when the vehicle is driving or working.

7. The power management strategy or method according to claim 6, characterized in that: The allowable power of the rear PTO motor is: P RPmax =P B -P A ; Where: P RPmax P is the power allowed for the rear PTO motor; A The permissible power required for safety; P B The real-time power allowed to be discharged by the battery system after excluding the power of the battery cooling system and the heating system; The battery system allowed discharge real-time power P after excluding the battery cooling system power and the heating system power B The calculation formula is: P B =P Bs -P Bh -P Bc ; Where: P Bs The real-time power allowed to discharge from the battery pack; P Bh The real-time power consumption of the battery pack heating system; P Bc The real-time power consumption of the battery cooling system; P B The real-time power allowed for discharge of the battery system after excluding the battery cooling system power and heating system power.

8. The power management strategy or method according to claim 7, characterized in that: The allowable power of the front PTO motor is: P FPmax =P B -P A -P RP ; Where: P RP The real-time power consumption of the rear PTO; P FPmax Allowable power for the front PTO motor.

9. The power management strategy or method according to claim 8, characterized in that: The allowable power of the drive motor is: P Dmax =P B -P A -P RP -P FP ; Where: P FP is the real-time power consumption of the front PTO motor; P Dmax Allowable power for the drive system.

10. The power management strategy or method according to claim 9, characterized in that: The allowable power of the hydraulic motor is: P ULmax =P B -P A -P RP -P FP -P D ; Where: P D P is the real-time power consumption of the driving system; FP is the real-time power consumption of the front PTO motor; P ULmax Allow power for the bodywork hydraulic system.

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